road safety annual report 2020 · 2020. 10. 27. · 6 road safety annual report 2020 oecd/itf 2020...

ROAD SAFETYANNUAL REPORT2020

4 ROAD SAFETY ANNUAL REPORT 2020 © OECD/ITF 2020

ABOUT THIS PUBLICATION

This work is published under the responsibility of the Secretary-General of the International Transport Forum. The opinions expressed and arguments employed herein do not necessarily reflect the official views of International Transport Forum member countries. This document and any map included herein are without prejudice to the status of or sovereignty over any territory, to the delimitation of international frontiers and boundaries and to the name of any territory, city or area. The statistical data for Israel are supplied by and under the responsibility of the relevant Israeli authorities. The use of such data by the OECD is without prejudice to the status of the Golan Heights, East Jerusalem and Israeli settlements in the West Bank under the terms of international law. Data in this report have been provided by countries to the database of the International Traffic Safety Data and Analysis Group (IRTAD). Where data in this report has not been independently validated by IRTAD, this is indicated. Additional information on individual countries is provided online at www.itf-oecd.org/road-safety-annual-report-2020

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ABOUT THE INTERNATIONAL TRANSPORT FORUM

The International Transport Forum is an intergovernmental organisation with 62 member countries that organises global dialogue for better transport. It acts as a think tank for transport policy and hosts the Annual Summit of transport ministers. The ITF is the only global body that covers all transport modes. The ITF is administratively integrated with the OECD, yet politically autonomous.

ABOUT IRTAD

The International Traffic Safety Data and Analysis Group (IRTAD) is the permanent working group for road safety of the International Transport Forum. The IRTAD database collects and aggregates international data on road crashes; currently its database contains validated road safety data for 34 countries. It thereby provides an empirical basis for international comparisons and more effective road safety policies. The IRTAD Group brings together road safety experts from national road administrations, road safety research institutes, International Organisations, automobile associations, insurance companies, car manufacturers and others. Currently, the IRTAD Group has 80 members and observers from more than 40 countries.


CONTENTS9 INTRODUCTION

COVID-19 AND ROAD SAFETY

TRENDS

ROAD MORTALITY RATES

ROAD USERS

AGE GROUPS

ROAD TYPES

INJURY DATA

STRATEGIES, TARGETS, LEGISLATION

40 TABLES 61 LIST OF IRTAD MEMBERS AND OBSERVERS

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LIST OF FIGURES AND TABLES

Aggregate evolution in the number of road deaths in IRTAD countries, 2010-18

Percentage change in the number of road deaths, 2010-18

Evolution of road fatalities per 100 000 inhabitants, 2000-19

Road fatalities per 100 000 inhabitants, 2019 or latest available

Road fatalities per 10 000 registered vehicles, 2018

Road fatalities per billion vehicle-kilometres, 2018

Percentage change in the number of car occupants killed, 2010-18

Percentage change in the number of pedestrians killed, 2010-18

Percentage change in the number of cyclists killed, 2010-18

Percentage change in the number of riders of powered two-wheelers killed, 2010-18

Evolution in road deaths by age group and road user category compared to global average, 2010-18

Mortality rate by age group, 2018

Repartition of road deaths by country and road type, 2018

Seatbelt wearing rates in front seats, 2019 or latest available year

Seatbelt wearing rates in rear seats, 2019 or latest available year

Impact of Covid-19 measures. Road deaths and traffic in April 2020 compared to April 2019

Road fatality data 2019 compared to 2018

Road fatality trends, 2010-19

Road fatalities per 100 000 inhabitants, per billion vehicle-km and per 10 000 registered motor vehicles

Fatality risk on motorways compared to other roads, 2018

Road safety strategies and targets

National speed limits on urban roads, rural roads and motorways, 2020

Maximum authorised blood alcohol content, 2020

Seatbelt laws and wearing rates in front and rear seats of passenger cars, 2019 or latest available year

Helmet laws and wearing rates, 2019 or latest available year

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TABLE 1

TABLE 2

TABLE 3

TABLE 4

TABLE 5

TABLE 6

TABLE 7

TABLE 8

TABLE 9

TABLE 10

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The Road Safety Annual Report 2020 presents the most recent safety data and information from the 42 member and observer countries of the IRTAD Group, permanent working group on road safety of the International Transport Forum. This summary report offers readers easily accessible comparative data for the main road safety indicators. It is complemented by individual country profiles with more detailed information for each country, including their current road safety strategies and the most recently implemented road safety measures. The report and the country profiles can be viewed online and downloaded for free at www.itf-oecd.org/ road-safety-annual-report-2020.

The year 2020 saw important developments in road safety. In February, the3rd Global Ministerial Conference on Road Safety in Stockholm in February put the topic on the political agenda at the highest possible level. The “Stockholm Declaration set an important marker in the fight to reduce traffic deaths and serious injuries, calling, among other things, for a general speed limit of 30 km/h on mixed-use roads and the broad implementation of Safe System principles.

In August, the General Assembly of the United Nations’ passed Resolution A/RES/74/299 “Improving Global Road Safety”. This important document sets a new target for the international community to reduce the number of road deaths by 50% by 2030, as the prime objective of the new “Decade of Action for Road Safety 2021-30”. The collection, monitoring and analysis of road safety data will be a central point of this effort, and the ITF with its IRTAD Group will continue to contribute to this global effort, with a focus on assisting decision makers in the development of effective strategies that save lives.

Another important marker for road safety in 2020 was the Coronavirus pandemic. Covid-19, for all its negative impact around the world, also brought with it an unexpected, significant decrease in the number of road deaths in those regions forced to go into lockdown. The online country profiles provide information on how the global health crisis has affected mobility and road safety.

INTRODUCTION


COVID-19AND ROAD SAFETY

The number of road fatalities fell significantly during the first months of 2020. The main reason for this was lockdown imposed in many countries in response to the Covid-19 pandemic. Strict containment measures aimed at reducing the spread of the virus resulted in a decrease in economic activity and in the movement of people and, therefore, in the number of road casualties. However, it seems that the number of road deaths has not fallen in proportion to the decrease in traffic. Some countries contributing to this report registered increases in average speeds and in the severity of road crashes. A full analysis will need to take into account the type and scale of lockdown measures

and their impact on traffic, on driving behaviour and on the composition of traffic – for instance the increase in the number of cyclists in many countries as a result of Covid-19. Confinement commenced in March 2020 in most countries. In some, the restrictions were progressively eased from May onwards, while in other countries, mainly in Latin America, they were still in force in the summer of 2020. All countries saw a decrease in the number of fatalities during the lockdown period, with a drop in fatalities of up to 80%. Table 1 compares the number of road deaths and traffic volumes in April 2020, when most countries were in lockdown, with April 2019.

ROAD DEATHS DROPPED

SIGNIFICANTLY IN EARLY 2020

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Table 1. Road deaths and traffic in April 2020 compared to April 2019

Country Road deaths (% change) Traffic (% change) Lockdown in spring 2020

Australia -23 -43 From 23 March; gradual lifting in May/June

Austria -30 -50 16 March-14 April (gradual lifting)Canada -34 n.a. Varies by jurisdictionsChile -24 (June on June) -56.5 (Santiago) 18-Mar-14 May partial, to 24 June total Czech Rep. -11 -50 (motorways) 13 March-17 May Denmark +9 -25 13 March-15 April (gradual lifting)Finland -24 -34 17 March- 4 May (gradual lifting) France -56 -75 17 March-10 May (gradual lifting)Germany -1 -48 (overall), -19 (HGV) 22 March-19 April (gradual lifting)Greece -58 n.a. 23 March-27 April (gradual lifting)Hungary -43 -33 28 March-4 May (18 May in Buda-

pest)Ireland -22 -62 (cars), -17 (HGV) 13 March-18 May (gradual lifting) Israel -28 -60 15 March-29 AprilItaly -79 -75 (overall), -39 (HGV) 9 March-18 May (gradual lifting)Japan -21 n.a. 9 March-18 May (gradual lifting)Lithuania -71 -36 (overall), -15 (HGV) 17 March-17 JuneMexico -23 -59 23 March-1 JuneMorocco -65 n.a. 20 March-24 JuneNetherlands +6 -35 No full lockdownNew Zealand -80 -74 26 March-14 May Norway n.a. -25 12 March-11 MayPoland -32 n.a. 13 March-20 April (gradual lifting)Portugal -59 n.a. 19 March-18 May Serbia -49 n.a. 15 March-4 May Slovenia -11 (Mar to May) -53.5 15 March-18 May (gradual lifting)South Africa -78 -77 26 March through July Spain -49 -75 15 March-11 MaySweden +6 -22 No lockdownUruguay -51 n.a. No mandatory measures

Changes in road deaths based on provisional data, for Canada based on preliminary data from a sample of jurisdictions.

-25% or less -26% to -50% -51% to -75% -76% or more Increase


TRENDS

The number of road deaths in 2019 in most countries was lower than the 2016-18 average, according to preliminary data for last year. Twenty-two of the 30 countries (73%) with provisional or final data available for 2019 saw a reduction, while eight countries (27%) registered an increase (Table 2). On average, the number of road deaths fell by nearly 5% in the countries covered by the IRTAD database against the 2016-18 average. Sweden (-21.6%) saw the strongest reduction, followed by Korea (-18%) and Switzerland (-17.4%). The number

TEN COUNTRIES HAD THEIR

FEWEST ROAD DEATHS EVER

of road deaths increased in Denmark (+7.2%), in the Netherlands (+3.3%) and in Belgium (+2.9%). This analysis excludes the smallest countries with low absolute numbers of road deaths, where small changes in absolute numbers result in large fluctuations in percentage terms.

Ten countries reached the lowest number of road deaths in 2018 since systematic recording began: Australia, Austria, Belgium, France, Greece, Ireland, Japan, Korea, Lithuania and Slovenia.

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b. Number of road deaths

Data for Argentina in 2016 are an estimate. Data for Colombia are not included.

Figure 1. Aggregate evolution in the number of road deaths in IRTAD countries, 2010-18

a. Number of road deaths (excluding the US)

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In 23 countries, roads became safer in 2018 than they had been on average during 2015-17, according to final, validated data (Table 3). Compared to the average for 2015-17, the number of road deaths decreased in 23 (68%) out of the 34 countries with validated data.

Across all 34 countries, the number of road deaths decreased by 2.5% on average in 2018 compared to the average for the three previous years. Slovenia (-22.9%), Ireland (-16%) and Lithuania (-15.6%) recorded the largest decreases, while Sweden (24.5%), Portugal (15.2%) and New Zealand (10.9%) had the highest increases. The number of people killed in crashes has decreased in all countries over the past eight years from 2010 to 2018. Overall, there were 6.9% fewer traffic fatalities in 2018 than 2010. The rate of progress has slowed during this period, however. In around half of the countries the number of road deaths has not significantly fallen since 2010 (Figure 3). The United States, as the most populous among the countries included, heavily influences the data. Without the US, the average reduction in road deaths was 18.3% (Figure 1).

Behind the average figures lie significant disparities between countries’ longer-term road safety performances. Benchmarked against 2010 data, the number of traffic deaths fell in 26 (76%) out of 34 countries

in 2018 (Figure 2). The most significant reductions were achieved by Norway, Greece and Lithuania. Norway nearly halved its number of road deaths from 208 to 108 in the period 2010-18. Greece reduced the number of traffic fatalities from 1 258 to 700, a drop of 44%. In Lithuania, the number of road deaths decreased by 42% over the same period. Four countries managed to reduce traffic fatalities by more than 30%: Slovenia, Ireland, Denmark and Korea. On the other hand, eight countries registered an increase in the number of road deaths in the same period: Colombia (+25%), Sweden (+22%), the United States (+11%), Argentina (+8%), the Netherlands (+6%), New Zealand (three more deaths) and Iceland (ten more deaths, but based on a very low level in 2010 with only eight road fatalities).

The rate of reduction in road deaths has slowed in recent years in most countries, despite the overall positive trend. The average annual reduction in the number of road deaths was of 3.3% in the period 1998-2008, but only 2.3% in the period 2008-18.

IRTAD member countries have reported a number of overarching factors that help contextualise recent trends in road safety performance in addition to factors at work at the national level (see Box).

FEWER PEOPLE ARE KILLED IN CRASHES, BUT THE RATE OF REDUCTION HAS SLOWED

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• Changes in demographic composition, coupled with greater mobility among the senior population, result in a higher proportion of senior citizens and a lower proportion of younger age groups among traffic fatalities. Several countries report higher risks for people aged 75 and above, in particular among cyclists and e-cyclists.

• Distraction is reported to be a growing issue in many countries, despite difficulties in measurement. Distraction, usually through mobile phone use, concerns not only car and truck drivers, but also cyclists, pedestrians and motorcyclists.

• Speeding and drink driving remain two key factors in fatal crashes. All countries report that speeding is a contributing factor in 15% to 35% of fatal road crashes. Similarly, driving under the influence of alcohol is a factor in 10% to 30% of fatal crashes in all countries.

• The development of new mobility forms such as scooters, both conventional and electric, or e-bikes entails new road safety challenges. Crash statistics do not yet allow for a clear distinction of these new mobility forms, but a large number of countries have recorded new types of crashes involving these devices.

TRENDS IN CONTEXT

Factors that help contextualise recent trends in road safety performance in addition to factors at work at the national level


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NorwayGreece

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Cambodia (a)Morocco (a)

New ZealandNetherlands (b)

Argen�naUnited States

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ColombiaCosta Rica (a)

Iceland is not shown because numbers are too small to provide meaningful analysis. (a) Data as provided by the countries and not validated by IRTAD. (b) Real data (actual numbers instead of numbers reported by the police).

Figure 2. Percentage change in the number of road deaths, 2010-18

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Figure 3. Road fatalities per 100 000 inhabitants, 2019 or latest available year

(a) Data as provided by the countries and not validated by IRTAD. (b) Real data (actual numbers instead of reported numbers by the police). (c) 2018 data.


Figure 4. Evolution of road fatalities per 100 000 inhabitants, 2000-19

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ROADMORTALITY RATES

A second group of eleven countries perform relatively well, with traffic mortality rates of five or less. Four countries registered a mortality rate above ten road deaths per 100 000 inhabitants: Chile (10.5), the United States (11.2), Argentina (12.4) and Colombia (13.6) (Figures 3 and 4). Back in the year 2000, the lowest mortality rate was 6.1 road deaths per 100 000 population (in the United Kingdom). In 2018, 21 countries achieved this rate or an even better one. Higher rates are found among countries with as yet unvalidated data. South Africa had a mortality rate of 22.4 deaths per 100 000 population in 2018. In Latin America, Costa Rica had a mortality rate of 15.7, Uruguay of 15.1 and Mexico of 12.4 in 2018. Uruguay succeeded in lowering its mortality rate to 12 in 2019, however.

MORTALITY RATES DIFFER

WIDELY

Road traffic-related mortality rates differ widely among countries (Table 4). In Colombia, road mortality is nearly seven times higher than in Norway, for instance. The mortality rate among the 34 countries in this report with validated data ranged from 2 to 13.6 per 100 000 population in 2018. Five countries recorded a mortality rate equal to or below three fatalities per 100 000 inhabitants: Norway (2.0), Switzerland (2.7), the United Kingdom (2.8), Ireland (2.9) and Denmark (3.0).

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FATALITY RATES FELL BY TWO THIRDS OR MORE IN HALF THE COUNTRIES

The mortality rate is useful for comparing road safety across countries, particularly those with similar levels of motorisation. Comparing the number of road fatalities in relation to the number of vehicle-kilometres driven (total distance travelled by motor vehicles) provides a better indicator for assessing the risk of travelling on a given road network. The number of traffic deaths in relation to the number of registered vehicles sometimes serves as an approximation for the fatality rate in the absence of data on distance travelled.

Half of the countries managed to reduce their fatality rate by more than two thirds between 2000 and 2018. The number of road deaths measured against the number of registered motor vehicles was below 0.5 deaths per 10 000 vehicles in Norway, Switzerland, Japan and the United Kingdom in 2018. In the year 2000, the four best-performing countries still had fatality rates of 1.2. Across countries, fatality rates ranged from 0.3 to 3.6 in 2018 (Figure 5). Among countries for which validated data exists, the fatality risk was highest in Chile, which had 3.6 road deaths per 10 000 motorised vehicles or 15 times the rate of top-performing Norway. A number of other countries greatly exceed the risk level of Chile, but lack validated data.

Fatality risk, measured by road deaths per distance travelled, has decreased since the year 2000 in all 21 countries that regularly collect data on vehicle kilometres travelled. In 2018, fatality risk was lowest in Norway, with 2.3 road deaths per billion vehicle kilometres travelled. Five countries recorded fewer than four deaths per billion vehicle-kilometres travelled in 2018: Ireland, Denmark, the United Kingdom, Switzerland and Sweden. The highest risks among the 21 countries were recorded in the Czech Republic with 11.6 and Korea, with 11.7 road deaths per billion vehicle-kilometres. There, the risk to die in a road crash is around five times higher than in the best-performing countries (Figure 6). In all countries, the risk of being killed in road traffic has strongly diminished since 2000. This is especially so in Slovenia, where the risk in 2018 was merely one-sixth of that in 2018.


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Figure 5. Road fatalities per 10 000 registered vehicles, 2018

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Figure 6. Road fatalities per billion vehicle-kilometres, 2018

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Vehicle occupants continue to benefit most from the reduction in road deaths (Figure 7). The number of vehicle occupants killed was 14% lower on average in 2018 than 2010, while the overall decrease in the number of road deaths was only 6.9% (Figure 11). The most significant reductions occurred in Denmark (-53%), Ireland (- 52%), Greece (-51%) and Norway (-50%). Safer roads contributed to this improvement, as well as safer vehicles equipped with crash-preventing technologies such as Electronic Stability Control or impact-mitigation devices such as airbags. There were some exceptions, however:

CRASH DEATHS AMONG CAR

PASSENGERS FELL STRONGER

THAN FOR OTHERS

ROAD USERS

in Chile, car occupant deaths in 2018 were 24% higher than in 2010. In part, this increase reflects a significant growth of the vehicle fleet. In New Zealand (3%) and the United States (2%), the number of deaths among car occupants also rose. In Sweden there was a strong, as yet unexplained increase of 20% in fatalities among car occupants in 2018; in 2019 these fell drastically again and reached a historic low.

The total number of pedestrians killed on the road between 2010 and 2018 fell marginally. However, this is largely attributable to the rise in

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pedestrian fatalities in the United States (+46%), where walking trips increased significantly between 1990 and 2017, according to the National Household Travel Survey.1 A more favourable development with a 20% overall decrease in the number of pedestrians killed results when the US figures are not taken into account. Fewer pedestrian deaths were recorded in 25 (81%) of the 31 countries with available data. The strongest reductions were observed in Austria (-52%) and Slovenia (-50%). More pedestrian deaths were recorded in Australia (+3.5%), Sweden (+10%), New Zealand (+11%) and the United Kingdom (+14%) (Figures 8 and 11). However, exposure data on the number of pedestrian trips as well as information on the impact of new mobility forms, for example e-scooters, would be needed to assess whether the situation for pedestrians is improving or worsening.

The number of cyclists killed decreased by 5.4% on average between 2010 and 2018 (Figure 11). This is about one-fifth lower than the overall reduction of 6.9% for all road users. A wide disparity between countries exists, however. In 13 (42%) of the 31 countries with available data, the number of cyclists killed was higher in 2018 than in 2010. The largest reductions were registered by Lithuania (-61%), New Zealand (-50%) and Slovenia (-50%). The largest increases occurred in Ireland (up 80%, but from a very low absolute

level: five to nine killed), in the Netherlands (+41%), in Norway (40%, up from 5 killed to 7) and the United States (+38%) (Figure 9). These figures need careful interpretation as the relatively low number of cycling deaths means yearly fluctuations can naturally generate very large percentage changes regardless of the longer-term trend. In absolute numbers, cycling deaths increased from five to nine in Ireland between 2010 and 2018 and from five to seven in Norway. By comparison, the (already strongly reduced) number of killed cyclists in 2018 stood at nine in Lithuania, five in New Zealand and eight in Slovenia. And, as cycling becomes more popular in many countries, with a significant increase in the number of trips done on a bicycle, exposure rates are changing rapidly. For example, the number of bicycle trips more than doubled in Auckland, Vancouver and New York City between 2010 and 2018, according to the data compiled by the ITF Safer City Streets network.2

The number of motorcyclists killed fell by 9% on average in 2018 compared to 2010 across the 31 countries with available data (Figures 10 and 11). Decreases were registered in 22 countries (71%), with the largest reductions in Greece (-46%), Norway (-39%), Japan (-32%) and Korea (-32%). The largest increase was seen in Chile (+64%), where motorcycle use is growing rapidly and where motorcyclists represented 5% of all road deaths in 2010

1. Federal Highway Administration (2018), Summary of Travel Trends: 2017 National Household Travel Survey.

but 9% in 2018. Explaining road safety trends seen in the figures for road deaths by user group requires exposure data. Looking at vulnerable road users, for example, exposure data include the number of trips made on foot or by bicycle. The emergence of new modes of transport such as e-scooters must also be considered. Changes in exposure as a result of decreasing activity, for instance fewer pedestrians taking a walk, may explain a reduction in road deaths rather than a reduction in risk. This may be the case, for example, for young pedestrians, for whom data from several countries indicate that they walk less than previous generations. Inadequate disaggregation of data can limit the exposure data available, particularly in relation to emerging modes of transport.

For instance, an increase in the number of pedestrians injured may be related to the increased use of e-scooters, which are usually categorised as pedestrians in road statistics. The lack of standardised exposure data hinders more in-depth analysis of trends across countries. Where national data are available, the online country profiles that complement this report (see www.itf-oecd.org/road-safety-annual-report-2020).

2. ITF (2020), Monitoring Progress in Urban Road Safety.


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Figure 8. Percentage change in the number of pedestrians killed, 2010-18

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Figure 8. Percentage change in the number of pedestrians killed, 2010-18

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Figure 10. Percentage change in the number of riders of powered two-wheelers killed, 2010-18

Figure 9. Percentage change in the number of cyclists killed, 2010-18



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Serb

ia

Japa

n

Czec

h Re

publ

ic

Kore

a

Port

ugal

Hun

gary

Finl

and

Ital

y

Spai

n

Isra

el

Uni

ted

King

dom

Aust

rali

a

Pola

nd

Den

mar

k

Swed

en

Swit

zerl

and

Ger

man

y

Fran

ce

Belg

ium

Aust

ria

Uni

ted

Stat

es

Nor

way

Net

herl

ands

(a)

Irel

and


The number of young people killed in road traffic crashes has strongly declined since 2010. Road deaths in the age group 15-17 fell by almost one third (32%) between 2010 and 2018 on average. The reduction for the age group 18-24 years was of 25% (Figure 11). This is between 3.5 and five times the average reduction for the population as a whole (6.9%). This development is encouraging, as young people between 18 and 24 years of age have long had the highest road mortality rate of all age groups in many countries. In the vast majority of countries, this age group still had an above average mortality rate in 2018. In some countries,

YOUNG PEOPLE ARE SAFER IN

TRAFFIC THAN IN 2010

AGEGROUPS

however, the young population is now less at risk than the general population (Figure 12). This is the case in Korea, where the age groups 18-20 and 21-24 years have a mortality rate half that of the average population. Lower mortality rates for young people are also found in Belgium, Chile, Hungary, Portugal and Switzerland for the 18-20 age group. For the 21-24 age group, Denmark, Finland and Japan saw lower-than-average mortality rates. Additional exposure data are needed to understand this development. Demographic changes, training and education programmes and the trend to take up driving at a later stage may play a role.

29

-35

-30

-25

-20

-15

-10

-5

0

5

10

Pede

stria

ns

Cycl

ists

PTW

Car o

ccup

ants

0-14

15-17

18-24

25-64

65-7475+

ROADS ARE GETTING MORE RISKY FOR SENIORS

The road safety situation continues to evolve favourably for children aged 0 to 14. The number of children killed in road crashes fell by 29% on average across countries between 2010 and 2018, more than four times as fast as for the overall population (Figure 11). Whether the road environment is becoming safer for children or whether other factors are responsible – for instance a reduced presence of children on public roads – could only be assessed properly with more data and further research. Unfortunately, the significant decrease in road deaths among children is largely limited to high-income countries. The safety of children in traffic in low-

and middle-income countries remains a major concern. Worldwide, road crashes continue to be the number one killer of children and young people aged 5-29 years, according to the World Health Organization.

Senior citizens are increasingly at risk from road traffic. The senior population is the only age group with a growing number of road deaths since 2010. Traffic fatalities among senior citizens aged 75 or above rose by 4.7% between 2010 and 2018, in stark contrast to the overall average decline of traffic fatalities by 6.9% (Figure 11). The growing share of seniors in the population is one factor

behind this development. More active lifestyles well into old age, resulting in longer participation in traffic and thus exposure to its risks may also play a role. Citizens over the age of 75 have the highesttraffic mortality rate of all age groups in 13 (42%) of the 31 countries with available data (Figure 12). In Korea, this age group registered 29.7 road fatalities per 100 000 population, four times the national average of 7.3.

Figure 11. Evolution in road deaths by age group and user type compared to global average, 2010-18

Note: Road deaths by age group do not include Argentina, Canada, Colombia, Hungary, Netherlands and Slovenia. Total road deaths and road deaths by road users do not include Argentina, Canada, Colombia and Slovenia.

Average reduction By user type By age


Figure 12. Mortality rate by age group Road deaths per 100 000 inhabitants in a given age group, 2018

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Australia

0

5

10

15

20

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Austria

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Belgium

0

5

10

15

20

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Chile0-

17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Czech Republic

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Denmark

0

5

10

15

20

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Finland

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

France

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Germany

0

5

10

15

20

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Greece

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Hungary

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Iceland

0

5

10

15

20

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Ireland

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Israel

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Italy

31

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Korea

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Lithuania

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Luxembourg

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Netherlands (a)

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Japan

0

5

10

15

20

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

New Zealand

0

5

10

15

20

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Norway

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Poland0-

17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Portugal

0

5

10

15

20

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Serbia

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Spain

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Sweden

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

Switzerland

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

United Kingdom

0-17

18-2

0

21-2

4

25-6

4

65-7

4

75+

United States

0

5

10

15

20

0

5

10

15

20

Average

Age group 0-17 18-20 21-24 25-64 65-74 75+


ROAD TYPES

The majority of traffic fatalities occurred on rural roads in most countries. Inappropriate and relatively high speeds are characteristic for many rural roads. Lack of physical separation of lanes, numerous intersections, poorlymaintained roadsides and mixedtraffic including vulnerable road users combined with speeding also increase the occurrence of road crashes as well as their severity.In 2018, road fatalities on rural roads represented between 36% (Portugal) and 73% (New Zealand) of all road deaths (Figure 13). Between 2010 and 2018, for the 22 countries for which data are consistently available, the number of road deaths declined slightly more on rural roads (-26%) than on urban roads (-20%).

Safety on urban roads and streets is a growing issue. This is the case for vulnerable road users in particular, who represent between 77% and 94% of road fatalities in the six most densely populated cities participating in ITF’s Safer City Streets Network. Even though the most severe crashes occur on rural roads, urban roads and streets account for a high share of serious road injuries. With the growing popularity of cycling, the number of serious cycling injuries increased in 11 out of 17 cities between 2010 and 2018, as a new ITF report shows. The rise of new mobility forms also creates new challenges for city authorities and requires adequate responses, for instance with regard to road infrastructure.

RURAL ROADS ARE THE MOST DEADLY

Motorways are the safest roads. The risk of dying in a motorway crash is two to eight times less per kilometre driven than across the whole road network in the 11 countries for which traffic data and fatality data are available by type of road (Table 5). However, the reduction of road fatalities was lower on motorways than on other road types during the 2010-18 period. In nine countries the number of persons killed on motorways increased, although in most of them this was related to the expansion of the motorway network.

33

Figure 13. Repartition of road deaths by road type, 2018

Portugal

Netherlands

United States

Japan

Greece

Korea

Serbia

Switzerland

Italy

Belgium

Hungary

Poland

Slovenia

Lithuania

Germany

Ireland

United Kingdom

Denmark

Czech Republic

France

Sweden

Austria

Spain

Finland

Luxembourg

New Zealand

0% 20% 40% 60% 80% 100%

Rural roads Motorways Urban roads Unknown

Note: Data from Argentina, Australia, Chile, Iceland, Israel, Korea, Netherlands and Norway are not available.


Traffic fatalities only show the tip of the iceberg. The 1.35 million annual road deaths worldwide must be seen in the context of 20 to 50 million serious injuries sustained in crashes around the world every year, as estimated by the World Health Organization. The wide margin in this estimate underlines the importance of increased investment in the collection and analysis of data on serious road injuries.

TRAFFIC FATALITIES

ARE THE TIP OF THE

ICEBERG

INJURY DATA

Serious injury crashes may follow different patterns than fatal crashes. They may therefore require different countermeasures. This is the case specifically for serious injury crashes in urban areas involving vulnerable road users. This group is significantly over-represented among serious traffic injuries and underrepresented in police statistics - a pattern that is less visible when looking only at fatality data.

35

THE DEFINITION OF SERIOUS

INJURY VARIES WIDELY

The police data on crashes is known to significantly understate the number and seriousness of crash injuries. This means that official crash statistics also underreport injuries as they are usually based on fact finding at the crash site by police. But the information in police reports is usually inadequate for analysing the nature and consequences of serious injury crashes. Hospital records are much more accurate and reliable. Medical personnel is generally better trained to recognise injuries and accustomed to describing the nature of an injury in a methodological manner. Hospital data should therefore be systematically used to complement any police data on traffic crash injuries.

The definition of “serious injury” varies widelyamong countries and it has not been possible so far to standardise them. The same is true with respect to the various methodologies for counting serious injuries. A common definition of a serious injury on the basis of the Abbreviated Injury Scale (AIS) has been proposed by the International TransportForum’s IRTAD Group. It defines an injury as serious if it is characterised by a maximum AIS score of three or more (MAIS3+). In Europe, the European Commission has started to collect MAIS3+ data from member states of the European Union. To assess the number of people injured with an MAIS3+ score, most countries rely on software applications which translate the injury severity from the International Classification of Diseases (ICD 9 or 10) into the Abbreviated Injury Scale. However, only very few countries publish MAIS3+ data. Where it is available, these data are included in the online country profiles that complement thisreport (see www.itf-oecd.org/road-safety-annualreport-2020).


National road safety strategies are in place in all member and observer countries of IRTAD. Table 6 provides an overview of national strategies and targets as well as those currently in place at international level. Most countries now have a long-term vision supported by interim targets for reducing the number of road deaths and serious injuries. More and more countries also now implement targets for a set of road safety performance indicators. The online country profiles that complement this report provide additional details.

MANAGING SPEED IS

KEY

STRATEGIES, TARGETS, LEGISLATION

Speed management is a critical element of any road safety strategy. Reducing speed is essential to achieve less frequent and less severe road crashes. Setting appropriate speed limits and enforcing them is thus a core strategy for fewer road deaths and serious injuries. Table 7 summarises the prevailing speed limits. The default speed limit for passenger cars in urban areas is 50 km/h in most countries covered by the IRTAD database. Lower speed limits are often in force in residential areas or around schools; typically 30 km/h. Several cities around the world have adopted a default

37

SEATBELT USE CAN STILL IMPROVE

speed limit of 30 km/h for their streets, among them Oslo in Norway, Toronto in Canada, Munich in Germany, or Madrid in Spain. Relatively high default speed limits in urban areas also exist in some countries however: for instance 60 km/h in South Africa, Colombia (although the capital Bogotá recently adopted a 50 km/h limit), and Poland (during night time). On non-motorway roads outside built-up areas, speed limits typically vary between 80 km/h and 100 km/h. These are the roads with the highest risk of fatal crashes. On motorways, maximum speed limits vary between 90 km/h and 140 km/h. In Germany, there is no general speed limit on motorways. Instead there is a maximum recommended speed of 130 km/h, and local speed limits apply on a large part of the German motorway network.

Enforced limits for drivers’ blood alcohol content (BAC) are fundamental for preventing drink-driving crashes. General BAC levels exist in all member and observer countries of IRTAD. The most common maximum authorised BAC level is 0.5 g/l. However, limits vary between 0.0 g/l in the Czech Republic, Hungary and Uruguay, to 0.8 g/l in Canada, Jamaica, Malaysia, the United Kingdom (excluding Scotland) and the United States. Most countries also apply lower BAC levels for novice, young, and professional drivers (Table 8).

Seatbelts are among the most effective tools to save the lives of vehicle occupants. Using seatbelts reduces the severity of injuries in case of a crash. The wearing of seat belts in front seats is mandatory in all countries covered by the IRTAD database. Solely in the United States, one state, New Hampshire, has not enacted a seatbelt law for adults. Almost all countries covered in this report now also legally require the use of seatbelts in rear seats. The one notable exception is Cambodia, where the use of seat belts on rear seats is not yet mandatory on the whole road network. However, a law to effect this is in preparation. In the United States, 19 states do not have laws requiring seatbelt use in rear seats.

Seatbelt wearing rates in countries vary widely. There is no internationally agreed methodology to measure seatbelt use and available data are based on national surveys. While they should not be directly compared, they nevertheless provide an indicative overview on seatbelt use. Based on this, wearing rates in front seats typically range between 80% and 100%. That said, they can be significantly lower. The wearing rate in front seats was estimated to be only 56% in Mexico and 55% in Argentina in 2018, for example (Table 9). Most countries with a high level of seatbelt wearing in front seats also have a high use rate for seatbelts in rear seats, even if slightly lower. Yet in many countries, seatbelt

use in rear seats is much lower than in front seats. Rear seat passengers have wearing rates below 80% in about half of the 36 IRTAD member and observer countries which collect this indicator. In ten countries, only 40% or less use seats belts when seated in the rear of a vehicle (Figures 14 and 15). Many lives could be saved if the rate approached 100%.

Helmets protect a particularly fragile and critical body part for riders of two-wheelers. Motorcyclists, moped riders, and cyclists are among the most vulnerable road users in a crash. The use of helmets on motorcycles and mopeds is hence compulsory in all member and observer countries of IRTAD. In the United States, laws vary by state. The overall helmet use rate is generally high, with many countries reporting nearly 100% compliance for motorcyclists. In the United States the rate is about 70%. Helmet use for cyclists is not compulsory in most countries; however the mandatory use of helmets by children is becoming more frequent. Table 10 presents the status of helmet laws and the use of helmets by motorcyclists and cyclists.


Figure 14. Seatbelt wearing rates in front seats, 2019 or latest available year

Note: (a) 2018 data. (b) 2017 data. (c) 2016 data.(d) 2015 data. (e) 2012 data. (f) 2010 data.

0 20 40 60 80 100 120

France

Germany (a)

Japan

Sweden

Canada (b)

Austra l ia (a)

Austria

Denmark (a)

Netherlands (f)

Poland

Li thuania

New Zealand (c)

Ireland (a)

Portugal (b)

Switzerland

Belgium (b)

Czech Republ ic (d)

Finland

Hungary

Slovenia (a)

Korea (a)

Is rael

United States

Spain (e)

Serbia

Nigeria (b)

Chi le (b)

Colombia (c)

Costa Rica (a)

Uruguay (c)

Morocco (a)

Ita ly (b)

Mexico (a)

Argen�na (a)

Figure 14. Seatbelt wearing rates in front seats, 2019 or latest available year

39

Figure 15. Seatbelt wearing rates in rear seats, 2019 or latest available year

Note: (a) 2018 data. (b) 2017 data. (c) 2016 data. (d) 2015 data. (e) 2014 data, (f) 2013 data. (g) 2012 data. (h) 2010 data.

Figure 14. Seatbelt wearing rates in front seats, 2019 or latest available year Figure 15. Seatbelt wearing rates in rear seats, 2019 or latest available year

0 20 40 60 80 100 120

Germany

Austria

Norway (f)

Austra l ia (a)

Canada (d)

Czech Republ ic ( d)

Sweden (b)

Denmark (a)

New Zealand (e)

United Kingdom (b)

Ireland (a)

Finland

Belgium (b)

France

Poland

Iceland

Netherlands (h)

Spain (g)

Slovenia (a)

Portugal (b)

Switzerland

United States (a)

Hungary

Is rael

Korea (a)

Japan

Costa Rica (a)

Morocco (a)

Uruguay (c)

Argen�na (a)

Serbia

Mexico (a)

Chi le (b)

Malays ia (c)

Ita ly (a)

Colombia (c)


TABLES

41

Table 1. Road deaths and traffic in April 2020 compared to April 2019 – see page 11

Table 2. Road fatality data for 2019 compared to 2018

Country 2019 road deaths Data status 2018 road deaths % changeAustralia 1 189 provisional 1 136 4.7Austria 416 final 409 1.7Belgium 646 final 604 7.0Chile 1 973 final 1 955 0.9Czech Republic 617 final 658 -6.2Denmark 199 final 171 16.4Finland 209 provisional 239 -12.6

France 3 239 final 3 248 -0.3Germany 3 046 final 3 275 -7.0Greece 696 provisional 700 -0.6Hungary 603 final 629 -4.1Iceland 6 final 18 -66.7Ireland 141 provisional 140 0.7Israel 355 final 316 12.3Italy 3 173 final 3 334 -4.8Japan 3 920 final 4 166 -5.9Korea 3 349 provisional 3 781 -11.4Lithuania 184 provisional 173 6.4Luxembourg 22 final 36 -38.9Netherlands (a) 661 final 678 -2.5New Zealand 352 final 378 -6.9Norway 108 final 108 0.0Poland 2 909 final 2 862 1.6Portugal 621 provisional 675 -8.0Serbia 534 final 546 -2.2Slovenia 102 final 91 12.1Spain 1 755 final 1 806 -2.8Sweden 221 final 324 -31.8Switzerland 187 final 233 -19.7United Kingdom 1 748 Great Britain only 1 784 -2.0

United States 36 120 provisional 36 560 -1.2IRTAD observers and accession countriesMoldova 277 final 274 1.1Morocco 3 384 provisional 3 736 -9.4South Africa 12 503 final 12 921 -3.2Uruguay 422 provisional 528 -20.1

Only countries with 2019 data included. Data for observer and accession countries not validated by IRTAD. (a) Real data (actual numbers instead of reported numbers reported by the police).


Table 3. Road fatality trends, 2010-19

CountryRoad fatalities 2019 % change from

Annual average change

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2018 2010 2019-10Argentina 5 094 5 040 5 074 5 209 5 279 5 414 5 550 5 300 5 500 .. .. .. ..Australia 1 350 1 277 1 299 1 185 1 151 1 205 1 294 1 225 1 136 1 189 4.7 -11.9 -1.4Austria 552 523 531 455 430 479 432 414 409 416 1.7 -24.6 -3.1Belgium 850 884 827 764 745 762 670 609 604 646 7.0 -24.0 -3.0Canada 2 238 2 023 2 075 1 951 1 841 1 889 1 899 1 856 1 922 .. .. .. ..Chile 2 070 2 044 1 979 2 103 2 116 2 136 2 178 1 925 1 955 1 973 0.9 -4.7 -0.5Colombia .. .. .. .. .. .. .. 6 718 6 476 .. .. .. ..Czech Republic 802 773 742 654 688 735 611 577 658 617 -6.2 -23.1 -2.9Denmark 255 220 167 191 182 178 211 175 171 199 16.4 -22.0 -2.7Finland 272 292 255 258 229 270 258 238 239 209 -12.6 -23.2 -2.9France 3 992 3 963 3 653 3 268 3 384 3 461 3 477 3 448 3 248 3 239 -0.3 -18.9 -2.3Germany 3 648 4 009 3 600 3 339 3 377 3 459 3 206 3 180 3 275 3 046 -7.0 -16.5 -2.0Greece 1 258 1 141 988 879 795 793 824 731 700 696 -0.6 -44.7 -6.4Hungary 740 638 605 591 626 644 607 625 629 603 -4.1 -18.5 -2.2Iceland 8 12 9 15 4 16 18 16 18 6 -66.7 -25.0 -3.1Ireland 212 186 163 188 192 162 182 156 140 141 0.7 -33.5 -4.4Israel 375 382 290 309 319 356 377 364 316 355 12.3 -5.3 -0.6Italy 4 114 3 860 3 753 3 401 3 381 3 428 3 283 3 378 3 334 3 173 -4.8 -22.9 -2.8Japan 5 828 5 535 5 261 5 165 4 838 4 885 4 698 4 431 4 166 3 920 -5.9 -32.7 -4.3Korea 5 505 5 229 5 392 5 092 4 762 4 621 4 292 4 185 3 781 3 349 -11.4 -39.2 -5.4Lithuania 299 296 301 258 267 239 188 188 173 184 6.4 -38.5 -5.3Luxembourg 32 33 34 45 35 36 32 25 36 22 -38.9 -31.3 -4.1Netherlands (a) 640 661 650 570 570 621 629 613 678 661 -2.5 3.3 0.4New Zealand 375 284 308 253 293 318 327 378 378 352 -6.9 -6.1 -0.7Norway 208 168 145 187 147 117 135 106 108 108 0.0 -48.1 -7.0Poland 3 908 4 189 3 571 3 357 3 202 2 938 3 026 2 831 2 862 2 909 1.6 -25.6 -3.2Portugal 937 891 718 637 638 593 563 602 675 621 -8.0 -33.7 -4.5Serbia 660 731 688 650 536 599 607 579 546 534 -2.2 -19.1 -2.3Slovenia 138 141 130 125 108 120 130 104 91 102 12.1 -26.1 -3.3Spain 2 478 2 060 1 903 1 680 1 688 1 689 1 810 1 830 1 806 1 755 -2.8 -29.2 -3.8Sweden 266 319 285 260 270 259 270 252 324 221 -31.8 -16.9 -2.0Switzerland 327 320 339 269 243 253 216 230 233 187 -19.7 -42.8 -6.0United Kingdom 1 905 1 960 1 802 1 770 1 854 1 804 1 860 1 856 1 839 .. .. .. ..United States 32 999 32 479 33 782 32 893 32 744 35 484 37 806 37 473 36 560 36 120 -1.2 9.5 1.0

43

CountryRoad fatalities

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2018 2010 2019-10IRTAD observer and accession countries

Cambodia 1 816 1 905 1 966 1 950 2 226 2 231 1 852 .. 1 761 .. .. .. ..Costa Rica 574 576 655 625 662 .. .. 862 784 .. .. .. ..Jamaica 319 308 260 307 331 382 379 321 .. .. .. .. ..Mexico 16 559 16 615 17 102 15 853 15 886 16 039 16 185 15 866 15 574 .. .. .. ..Moldova 452 433 441 326 324 300 311 302 274 277 1.1 -38.7 -5.3Morocco 3 778 4 222 4 167 3 832 3 489 3 776 3 785 3 726 3 736 3 384 -9.4 -10.4 -1.2South Africa 13 967 13 954 12 211 11 844 12 702 12 944 14 071 14 050 12 921 12 503 -3.2 -10.5 -1.2Uruguay 556 572 510 567 538 506 446 470 528 422 -20.1 -24.1 -3.0

Data for observer and accession countries not validated by IRTAD. (a) Real data (actual numbers instead of reported numbers by the police).

2019 % change from

Annual average change


Table 4. Road fatalities per 100 000 inhabitants, per billion vehicle-km and per 10 000 registered motor vehicles

Road fatalities per 100 000 inhabitants Road fatalities per billion VKT Road fatalities per 10 000 registered vehicles 1990 2000 2010 2018 1990 2000 2010 2018 1990 2000 2010 2018

Countries Argentina .. .. 12.6 12.4 .. .. .. .. .. .. 2.9Australia 13.7 9.5 6.1 4.5 17.3 9.0 5.9 4.3 2.3 .. 0.8 0.6Austria 20.4 12.2 6.6 4.6 32.0 15.0 7.8 4.9 3.7 1.8 0.9 0.6Belgium (c) 19.9 14.4 7.8 5.3 28.1 16.3 8.6 .. 4.3 2.6 1.3 0.8Canada 14.3 9.5 6.6 5.2 .. 9.3 6.7 4.9 2.3 1.6 1.0 0.8Chile .. .. 12.1 10.5 .. .. .. .. .. 10.6 6.3 3.6Colombia .. .. 11.4 13.6 .. .. .. .. .. .. 6.7 ..Czech Republic 12.5 14.5 7.7 6.2 48.3 36.7 16.2 11.7 3.3 3.2 1.3 0.9Denmark (c) 12.3 9.3 4.6 3.0 17.3 10.7 5.6 3.1 3.1 2.1 0.9 0.5Finland 13.0 7.7 5.1 4.3 16.3 8.5 5.1 4.7 2.8 1.5 0.7 0.5France 19.8 13.7 6.4 5.0 26.7 15.6 7.1 5.4 3.6 2.3 1.0 0.7Germany (c) 14.2 (d) 9.1 4.5 4.0 19.7 (d) 11.3 4.9 4.4 2.6 (d) 1.5 0.7 0.6Greece 20.3 18.7 11.2 6.5 .. .. .. .. .. 3.1 1.3 0.7Hungary (c) 23.4 11.7 7.4 6.4 .. .. .. .. 11.2 4.4 2.0 1.4Iceland 9.5 11.5 2.5 5.2 14.9 13.8 2.5 4.5 .. 1.8 0.3 0.5Ireland 13.6 11.0 4.7 2.9 19.2 11.5 5.0 2.9 4.5 2.5 0.9 0.5Israel 10.9 8.1 4.9 3.6 28.1 14.2 7.5 5.2 5.1 2.7 1.5 0.9Italy 12.6 12.4 7.0 5.5 .. .. .. .. 2.1 1.6 0.8 0.6Japan 11.8 8.2 4.6 3.3 23.2 13.4 8.0 5.6 1.9 1.2 0.6 0.5Korea 33.1 21.8 11.1 7.3 .. 49.5 18.7 11.6 .. .. 1.4Lithuania 29.3 18.3 9.5 6.2 .. .. .. .. 12.7 5.0 1.4 1.1Luxembourg 18.7 17.5 6.4 6.0 .. .. .. .. 3.3 2.4 0.8Netherlands (b) .. 7.3 3.9 3.9 .. 9.2 5.1 4.9 .. 1.4 0.7 0.6New Zealand 21.4 12.0 8.6 7.7 .. 13.6 9.3 7.7 3.3 1.8 1.2 0.9Norway 7.8 7.6 4.3 2.0 12.0 10.5 4.9 2.3 1.4 1.2 0.6 0.3Poland 19.3 16.4 10.2 7.5 .. .. 19.6 .. .. 1.7 0.9Portugal (c) 29.3 20.0 8.9 6.6 .. .. .. .. 13.4 4.3 1.6 ..Serbia .. 13.9 9.0 7.8 .. .. .. .. .. .. 3.6 2.2Slovenia 25.9 15.8 6.7 4.4 65.1 26.7 7.7 4.2 .. .. 1.0 0.6Spain 23.3 14.4 5.3 3.9 .. .. .. .. 5.1 2.2 0.7 0.5Sweden 9.1 6.7 2.8 3.2 12.0 8.5 3.5 3.8 1.7 1.2 0.5 0.5Switzerland 13.9 8.3 4.2 2.7 18.6 11.2 5.4 3.4 2.2 1.2 0.6 0.4United Kingdom 9.4 6.1 3.0 2.8 .. 7.4 3.8 3.3 2.1 1.2 0.5 0.5United States 17.9 14.9 10.7 11.2 12.9 9.5 6.9 7.0 2.4 1.9 1.3 1.2IRTAD observer and accession countries

45

Cambodia .. .. 12.7 .. .. .. .. .. .. .. .. ..Costa Rica .. .. 12.7 15.7 .. .. .. .. 3.9 3.3Jamaica .. .. .. .. .. .. .. .. .. .. 9.4 ..Mexico .. 13.9 14.5 12.4 .. .. .. 26.3 .. 9.0 5.2 3.3Moldova .. .. .. 3.1 .. .. .. .. .. .. .. 10.0Morocco (c) 11.5 12.7 11.8 10.6 .. .. .. .. 29.0 21.7 13.5 8.7South Africa .. .. 27.9 22.4 .. .. .. .. .. .. .. ..Uruguay .. .. 16.6 15.1 .. .. .. .. .. .. 3.4 2.1

(a) Data as provided by the countries and not validated by IRTAD.(b) Real data (actual numbers instead of reported numbers by the police).(c) Mopeds are not included in the registered vehicles.(d) 1991 data.

Table 5. Fatality risk on motorways compared to rural roads and the whole network, 2018

Deaths per billion vehicle-kilometres

Countries Motorways Rural roads Whole network

Austria 1.0 9.4 4.9Belgium (2017) 2.4 5.9Czech Republic 2.6 11.7Denmark (2017) 0.8 3.2Finland 0.6 10.1 4.7France 2.2 5.4Germany 1.7 4.4Netherlands (2017) 1.0 4.0Slovenia (2017) 2.5 4.9

Switzerland 0.8 4.8 3.4UK - Great Britain 1.0 4.4 3.3


Table 6. Road safety strategies and targets

International Strategies Vision Targets

United NationsDecade of Action for Road Safety 2011-2030

Global Plan for the Decade of Action

Stabilise and then reduce the forecasted level of road traffic fatalities around the world by increasing activities conducted at the national, regional and global levels

United NationsSustainable Development Goals

SDG targets to halve road deaths by 2030 and to improve road safety in cities

Goal 3.6 (health): By 2030, halve the number of global deaths and injuries from road traffic accidents

Goal 11.2 (cities): By 2030, provide access to safe, afford-able, accessible and sustainable transport systems for all, improving road safety, notably by expanding public transport, with special attention to the needs of those in vulnerable situations, women, children, persons with disabilities and older persons

European UnionPolicy Orientations on Road Safety 2011-2020

Towards Zero -50% fatalities by 2020 (base year: 2010)

National Strategies Vision Targets

ArgentinaNational Road Safety Strat-egy 2016-2026

Based on the UN Road Safety Plan for the Decade of Action for Road Safety

-20% fatalities by 2021 and -30% by 2026 (base year 2016)

Several sub-targets on seatbelt wearing rates, child restraint usage and helmet use

AustraliaNational Road Safety Strat-egy (NRSS) 2011-2020

Safe System

No-one should be killed or seriously injured on Australia’s roads

-30% (at least) fatalities by 2020

-30% (at least) seriously injured by 2020

Base year average 2008-2010

AustriaAustrian Road Safety Pro-gramme 2011-2020

Safe systemBecome one of the five safest coun-tries in Europe

-50% fatalities by 2020, based on the average for the years 2008-10 (Interim target: -25% by 2015)

-40% serious injuries by 2020, based on the average for the years 200810 (Interim target: -20% by 2015)

-20% injury accidents by 2020, based on the average for the years 2008-2010 (Interim targets: -10% by 2015)

Belgium

National Road Safety Strat-egy 2011-2020Recommendations for 15 priority measures for a period of 2015-2020

EU Road Safety Target adopted -50% fatalities in 2020 in comparison to 2010 (420 road deaths in 2020)

http://www.who.int/roadsafety/decade_of_action/plan/en/http://ec.europa.eu/transport/road_safety/pdf/com_20072010_en.pdfhttp://ec.europa.eu/transport/road_safety/pdf/com_20072010_en.pdfhttp://www.infrastructure.gov.au/roads/safety/national_road_safety_strategy/index.aspxhttp://www.infrastructure.gov.au/roads/safety/national_road_safety_strategy/index.aspxhttp://www.bmvit.gv.at/en/service/publications/transport/downloads/rsp2020.pdfhttp://www.bmvit.gv.at/en/service/publications/transport/downloads/rsp2020.pdfhttp://www.infrastructure.gov.au/roads/safety/national_road_safety_strategy/index.aspxhttp://www.infrastructure.gov.au/roads/safety/national_road_safety_strategy/index.aspx

47

Bosnia and HerzegovinaRepublic of Srpska: Road Safety Strategy of Republic of Srpska

Federation of Bosnia and Herzegovina



Reduce the number of fatally injured persons by 15% in 2013, 10% in 2014, 7% in 2015 and by 5% per year for the rest of the period so that the overall decrease of 50%, as compared to 2011, by 2022

Reduce the number of severely injured persons by 15% in 2013, 10% in 2014, 7% in 2015 and by 5% per year for the rest of the period so that the overall decrease of 50%, as compared to 2011, by 2022

Increase the use of seat belts and other protective systems (child safety seats and protective helmets)

Manage speeds on urban and open roads and streets (to reduce both the percentage of drivers exceeding speed limits and the excessive speed average values)

Reduce the number of alcohol-impaired drivers in traffic

Improve road safety

Educate and inform all traffic participants through campaigns and traffic education

Reduce the number of fatally injured persons by 7% each year so that overall decrease of 50%, as compared to 2011 by 2021

Reduce the number of traffic accidents where the cause of accident was speed y 7% each year compared to the previous year

Increase the use of seat belts

Reduce the number of pedestrians as fatally injured persons in traffic accidents

Reduce the number of traffic accidents with alcohol-impaired drivers

Cambodia

National Plan for Road Safety 2011 -2020 (ap-proved by the Council of Ministers in 2014)2016 Annual Road Safety Plan (approved by the government)

Based on the UN Road Safety Plan for the Decade of Action for Road SafetyBased on UN Sustainable Develop-ment Goals

Reduce by 50% the forecasted number of fatalities by 2020

Several sub-targets on helmet wearing rates, speed, drink-driving

Interim target 2016: reducing the number of road deaths by 10% compared to 2015

New interim target for 2017: reducing the number of road deaths by 9% compared to 2016

CanadaRoad Safety Strategy (RSS) 2025 (introduced in Janu-ary 2016)

Towards Zero No hard numerical targets

Achieve a continual downward trend in fatalities and serious injuries throughout the ten-year duration of the strategy

ChileNew national road safety policy launched in 2017

Towards ZeroBased on the UN Road Safety Plan for the Decade of Action for Road Safety

Specific targets are being developed under the new strategy

-30% fatalities by 2030, base year: average number of deaths 2011-2019


http://crss-2025.ccmta.ca/en/http://crss-2025.ccmta.ca/en/


ColombiaThe National Strategic Road Safety Plan 2011-2021


26% reduction in fatalities by 2021 at the national level

18% reduction in fatalities by 2021 in pedestrians

27% reduction in fatalities by 2021 in motorcyclist

21% reduction in injuries by traffic accidents for the year 2021

Reduce the number of fatalities due to traffic accidents for driving under the influence of alcohol and the use of psycho-active substances at 0% by the year 2021

Costa Rica

Czech RepublicThe National Strategic Road Safety Plan 2011-2020

Vision Zero Reduce fatality rate to EU 27 average

60% reduction in fatalities by 2020 compared to 2009, 40% reduction in in the number of persons seriously injured by 2020 compared to 2009

Interim targets for the number of fatalities and persons seri-ously injured are set for each year until 2020

Denmark

Danish Road Safety Com-missionNational Traffic Safety Action Plan, 2013-2020

Every accident is one too many - a shared responsibility

Fewer than 120 killed in 2020, equivalent to 53% fatalities compared to 2010 (based on EU Road Safety target)

52% serious and 52% of slightly injured road users in 2020 compared to 2010

Plan includes 10 focus areas and defines a performance indi-cators, for each of the area

FinlandA Government resolution on road safety in 2016.New traffic safety strategy is being prepared

Based on Vision Zero Fewer than 137 fatalities (or 24 fatalities per million inhabi-tants) by 2020 (based on EU Road Safety target)

Fewer than 5 750 injuries by 2020 (based on EU Road Safety target)

Long term target: fewer than 100 fatalities by 2025

France

Action Plan for Road Safety (77 measures in 2015)

55 measures announced during the Inter-ministerial Road Safety Committee (October 2015)18 measures announced during the Inter-ministerial Road Safety Committee (January 2018)

Based on EU Road Safety targets -50% fatalities and serious injuries by 2030 compared to the average for the years 2019, 2020 and 2021

GermanyRoad Safety Programme 2011-2020

Based on EU Road Safety target -40% fatalities by 2020 (base year: 2011)

Specific targets in individual federal German states

GreeceNational Strategic Road Safety Plan 2011 – 2020

Developing a road safety culture -50 % fatalities by 2020 (based on EU Road Safety target); base year: 2010

Interim targets: reduction by 80 road fatalities per year between 20102015 and 50 road fatalities per year between 2016-2020


http://www.faerdselssikkerhedskommissionen.dk/sites/kombelt.dev2.1508test.dk/files/filer/Danish%20National%20Action%20plan%202013-2020%20%E2%80%9CEvery%20Accident%20is%20one%20too%20many%20%E2%80%93%20a%20shared%20responsibility.pdfhttp://www.faerdselssikkerhedskommissionen.dk/sites/kombelt.dev2.1508test.dk/files/filer/Danish%20National%20Action%20plan%202013-2020%20%E2%80%9CEvery%20Accident%20is%20one%20too%20many%20%E2%80%93%20a%20shared%20responsibility.pdfhttp://www.bmvbs.de/cae/servlet/contentblob/75832/publicationFile/49411/road-safety-programme-2011.pdfhttp://www.bmvbs.de/cae/servlet/contentblob/75832/publicationFile/49411/road-safety-programme-2011.pdf

49

HungaryRoad Safety Action Pro-gramme for 2020-2022

-50 % fatalities by 2020 compared to 2011 (based on EU Road Safety target)

IcelandRoad Safety Plan 2011-2022

Rate per 100 000 inhabitants should not be higher than in the best countries by 2022

Average annual reduction in killed and seriously injured of 5% until 2022

11 sub-targets defined

IrelandGovernment Road Safety Strategy 2013-2020

New Government Road Safety Strategy 2021-2030 will be published in early 2021

Reduction of fatalities to 25 per million population (i.e. 124 or fewer fatalities) or less by 2020

Specific targets for reducing speed and to increase seat belt use

IsraelNational Road Safety Plan 2020

Reaching a 50% decrease in fatal and severe accidents and injuries by 2030

Fatality rate less than five fatalities per billion kilometres travelled no later than 2022

ItalyNational Road Safety Plan Horizon 2020

No child should die on the road -50% fatalities by 2020 (based on EU Road Safety target)

JamaicaBelow 300 Programme Make Jamaica the Road Safety Capital

of the Caribbean and Latin American Region in accordance with the princi-ples of the Safe Systems Approach

Fewer than 300 persons being killed on the road network by 2020

Reduce the fatality rate per 100,000 population to 10.0 by 2022

90% Seatbelt Usage on both the front and back seat of motor cars

90% Helmet Usage by 2021

Japan10th Traffic Safety Pro-gramme 2016-2020

Make Japan the safest country for road traffic

Fewer than 2 500 deaths (deaths within 24 hours) by 2020

Fewer than 500 000 casualties by 2020

Korea8th National Transport Safety Plan 2017-2021

Reach the average safety level of OECD countries

Fewer than 2 700 fatalities by 2021, with interim targets for each year from 2017 to 2021

Reducing the rate of fatalities per 100 000 inhabitants to 5.2 by 2021

Less than 1.0 fatalities per 10 000 vehicles (including mo-peds) by 2021

LithuaniaVison–Zero declaration for road and railroad transport 2018-2030

No one should be killed or serious-ly injured on Lithuania’s roads and railroads

The main goal of this declaration is to sharply reduce number of road fatalities and serious injuries

Luxembourg“National Charter for Road Safety”

Zero fatalities and serious injuries on the Luxembourg road network

Fewer than 16 fatalities by 2020 (-50 % fatalities by 2020 compared to 2010,based on EU Road Safety target)

MalaysiaRoad Safety Plan 2014-2020


Reduce by 50% the forecasted number of fatalities by 2020 (corresponds to a 22% reduction compared to 2010)


http://www.rsa.ie/Documents/About%20Us/RSA_STRATEGY_2013-2020%20.pdfhttp://www.rsa.ie/Documents/About%20Us/RSA_STRATEGY_2013-2020%20.pdfhttp://www.rsa.gov.il/English/Documents/a_English_Safer%20Ways.pdfhttp://www.rsa.gov.il/English/Documents/a_English_Safer%20Ways.pdfhttp://www.jkjr.gov.my/en/component/remository/penerbitan/Pelan-Keselamatan-Jalan-Raya-Malaysia-2014-2020http://www.jkjr.gov.my/en/component/remository/penerbitan/Pelan-Keselamatan-Jalan-Raya-Malaysia-2014-2020


MexicoNew National Road Safety Strategy for 2017-2026

Development of responsible road behavior and a safe road system

Reduce the number of deaths to less than 2 800 by 2021 (decrease of 25% from 2015 to 2020)


Moldova, Republic of

National Road Safety Strat-egy 2011-2020


-50% fatalities and seriously injuries by 2020

-50% children and young people fatalities and seriously injuries by 2020

MoroccoNew National Road Safety Strategy for 2016-2025

Development of responsible road behaviour and a safe road system


Reduce the number of deaths to less than 1 900 fatalities by 2025 (decrease of 50% from 2015 to 2025)

Netherlands

Road Safety Strategic Plan 2008–2020 (SPV)

National Action Plan (2019-2021)Road Safety Strategic Plan 2020-2030 (SPV2030)

Sustainable Road Safety Fewer than 500 fatalities by 2020 (-28% compared to 2010)

Fewer than 10 600 serious road injuries (MAIS2+) by 2020 (-43% compared to 2010)

Strive for zero road traffic casualties in 2050, no intermediate targets; eliminate risks as much as possible balancing (free choice for) mobility and modal choice and road safety

Road Safety Performance Indicators are an important tool in this approach

New ZealandRoad to Zero: Road Safety Strategy 2020-20301st Action Plan for 2020-2022

Based on Vision Zero 40% reduction in annual deaths and serious injuries by 2030 (from 2018 levels)

NigeriaRoad Safety Strategy (NRSS 2016-20)


-50% fatalities by 2015 compared to 2007 level

Reduce by 50% the forecasted number of fatalities by 2020 in comparison with 2010 level (based on UN Decade of Action Plan)

Norway

National Transport Plan 2018-2029National Plan of Action for Road Traffic Safety 2018–2021

Vision Zero Fewer than 350 fatalities and serious injuries by 2029

PolandNational Road Safety Pro-gramme 2013-2020

Vision Zero -50% fatalities by 2020 (based on EU Road Safety target)

-40% severely injured by 2020

Base year: 2010

PortugalNational Strategic Road Safety Plan (PENSE 2020)

41 fatalities per million inhabitants in 2020, representing a decrease of 56% compared to 2010

Fewer than 178 seriously injured (MAIS3+) people in 2020, representing a decrease of 22% compared to 2010


http://www.government.nl/issues/mobility-public-transport-and-road-safety/documents-and-publications/leaflets/2012/11/14/policy-document-road-safety.htmlhttp://www.vegvesen.no/en/Traffic/Road+safety/Road+safetyhttp://www.krbrd.gov.pl/files/file/Programy/KRBRD-Program-P1a-20140422-S2-K3d-EN.pdfhttp://www.krbrd.gov.pl/files/file/Programy/KRBRD-Program-P1a-20140422-S2-K3d-EN.pdf

51

SerbiaNational Strategy for Road Traffic Safety for the period 2015-2020 (adopted in June 2015)

No child killed in traffic by 2020

-50% fatalities and serious injuries by 2020 compared to 2011

Halving by 2020 the total annual social-economic costs of traffic crashes compared to 2011 level

Several sub-targets on seatbelt wearing rates, child restraint usage, helmet wearing rates, speed and drink-driving

SloveniaNational Road Safety Pro-gramme 2013–2022

Vision ZeroNo fatalities and no one seriously injured on Slovenian roads

-50 % fatalities by 2022 or less than 35 fatalities per million inhabitants

-50 % seriously injured by 2022 or less than 230 seriously injured per million inhabitants

SpainRoad Safety Strategy 2011–2020

Safe system/Vision Zero.Citizens have the right to a Safe Mobil-ity System in which everyone involved has a responsibility

Less than 3.7 killed per 100 000 population aligned with the European 2020 target

-35% seriously injured compared to 2009

Several targets for various performance indicators (restraint systems, speed, drink-driving, etc.)

South AfricaNational Road Safety Strat-egy 2016 - 2030

Aligned with the United Nations De-cade of Action pillars

Target under consideration: -50% fatalities by 2030 compared to 2010

SwedenNo safety plan in a tradi-tional sense

Vision Zero (renewed Commitment to Vision Zero in October 2016)

-50% fatalities between 2007 and 2020 (the average for 2006-2008 is used as the base figure), i.e. max. 220 deaths by 2020

-25% severely injured between 2007 and 2020

New target for 2030 decided in February 2020:

-50% fatalities between 2020 and 2030

- 25% seriously injured between 2020 and 2030

SwitzerlandVia Sicura, adopted in June 2012 by Swiss Federal Council

No hard numerical targets

Range of targeted measures

United Kingdom (Great Britain)Road safety statement: “Working together to build a safer road system”

Safe System approach This British Road Safety Statement sets out the context of road safety in Great Britain today and the overarching scope of road safety activity for the government. It will be followed by consultations on specific issues as options are developed. The statement covers road safety policy within Great Britain as governed by the Department for Transport (DfT). The governments and administrations of Scotland, Wales and Northern Ireland will seek to produce their own policies and strategic documents on devolved matters.

United States Dedicated to achieving the highest standards of excellence in motor vehicle safety and reducing deaths, injuries and economic losses resulting from motor vehicle crashes.

Performance targets set to end 2019

1.02 fatalities per 100 million vehicle miles travelled in 2019

Performance targets for four sub measures: large trucks, passenger vehicles, non-occupants, and motorcycles


http://www.dgt.es/was6/portal/contenidos/documentos/seguridad_vial/planes_seg_vial/estrategico_seg_vial/estrategico_2020_006.pdfhttp://www.astra.admin.ch/themen/verkehrssicherheit/00236/index.html?lang=enhttps://www.gov.uk/government/publications/road-safety-statement-working-together-to-build-a-safer-road-systemhttps://www.gov.uk/government/publications/road-safety-statement-working-together-to-build-a-safer-road-systemhttps://www.gov.uk/government/publications/road-safety-statement-working-together-to-build-a-safer-road-system


Table 7. National speed limits on urban roads, rural roads and motorways, 2020

Country Urban areas Rural roads Motorways

Argentina 40-60 (Buenos Aires City has a range of 20 to 70 km/h)

110 120-130

Australia 50 (default)60-80 (arterial roads - increasing use of 40 km/h or lower limits in urban areas with high pedestrian activities)

100, 110 100 km/h default although often set to 110 km/h (130 km/h in the North-ern Territory)

Austria 50 100 130

Belgium 30-50 70-90 120

Bosnia and Herzegovina

50 80, 100 130

Cambodia 30-40 (motorcycles, tricycles)40 (passenger cars, trucks)

60-70 (motorcycles)90

No motorways

Canada 40-70 80-90 100-110

Chile 50 (maximum default limit but can vary according to the type of road)30 (school zones)

90 (rural buses, trucks and school transport)100 (cars and interurban buses)

120 (maximum default speed limit but can vary in some sections of the road, according to the type of road can be lowered to 100)

Colombia 60 80 120

Costa Rica 50 50-100 No motorways

Czech Republic 50 90 130

Denmark 50 (sections with 30, 40 or 60) 70, 80 (90 for specific sections) 110, 130

Finland 30-60 80, 100 100, 120

France 50 80 on two lanes single carriageways, 90 when two lanes in the same direction, 110 on dual carriageways

130 (110 in wet weather and for nov-ice drivers)

Germany 50 100 None (130 recom-mended)

Greece 50 90 130

Hungary 50 (sections with 30, 40, 60 and 70) 90 130 (110 on ”mo-tor roads”)

Iceland 50 90 (paved roads)80 (gravel roads)

n.a.

Ireland

53

Jamaica 50 50, 80 70, 80, 110

Japan 40, 50, 60 50, 60 100

Korea 50 60-80 110 (100 in urban areas)

Lithuania 50 90 (70 on gravel roads and for novice drivers)

120,130 (110 in winter, 90 for novice drivers)

Luxembourg 50 90 130 (110 in wet weather)

Malaysia 50 90 110

Mexico 10-80 (20 in school zones) 60-110 (60 on collector road) 110

Moldova, Re-public of

50 90 No motorways

Morocco 60 (30 in residential area 70, 80, 90, 100 (depending on vehicle type) 120 (maximum speed, it varies by vehicle type)

Netherlands 30-50 60-80 100-130

New Zealand 50 (sections may have higher or lower limits)

100 (specific sections may have lower limits)

100 (specific sections may have limits of 110)

Nigeria 50 (45 for tankers, trailers ) 80 (differentiated by vehicle type) 100 (differentiated by vehicle type)

Norway 50 (30 on residential streets) 80 90,100,110

Poland 50 (60 at night time) 90, 100, 120 140

Portugal 50 90 120

Serbia 50 80, 100 130

Slovenia 50 90 (110 on expressways) 130 (110 on ex-pressways)

South Africa 60 100 120

Spain 50 90, 80 120

Sweden 30, 40, 50 60,70,80,90,100 110,120

Switzerland 50 80 120 (100 on ex-pressways)

United King-dom

48 (30 mph) 96, 113 (60, 70 mph) 113 (70 mph)

United States Set by each state Set by each state 88-129 (55-80 mph, set by each state)

Uruguay 45 90 No motorways


Table 8. Maximum authorised blood alcohol content, 2020

Country General BAC level (g/l) Differentiated BAC level (g/l)

Argentina 0.50.0 for professional drivers0.2 for motorcycle and moped riders

Australia 0.50.0 for novice drivers0.2 for professional drivers

Austria 0.50.1 for moped drivers under 20; novice drivers (first three years), truck (>7.5 tons) and bus (>9 seats) drivers

Belgium 0.5 0.2 for professional drivers (since January 2015)

Bosnia and Herzegovina 0.3

0.0 for professional drivers, novice drivers, drivers who perform public transport, driving instructors, driving candidates, drivers under 21 or with less than 3 years of driving experience

Cambodia 0.5 -

Canada 0.8

administrative maximum level of 0.5 g/l or 0.4 g/l in most provinces0.0 g/l administrative maximum level for novice and young (under 21) drivers in most provinces

Chile 0.3 -Colombia 0.2 -Czech Republic 0.0 -Denmark 0.5 -Finland 0.5 -France 0.5 0.2 for bus/coach drivers, novice drivers

Germany

0.5 (Drivers with a BAC between 0.3-0.5 g/l can have their licens-

es suspended if their driving ability is impaired)

0.0 for drivers under